Sylvania



(No Model.) 3 Sheets-Sheet 1. V. ANGEREB 82; O. A. PSILANDER.

Patented Ju1y 15, 1890.

'UNITED STATES PATENT CFFICE.

VICTOR ANGERER AND CHARLES A. PSILANDER, OF PHILADELPHIA, PENN- SYLVANIA, ASSIGNORS TC XVILLIAM VVHARTON, JR, AND COMPANY, (INCORPORATEDQ OF SAME PLACE.

PORTABLE CROSS-OVER FOR RAILROADS.

SPECIFICATION forming part of Letters Patent No. 432,292, dated July 15, 1890.

Application filed October 15, 1889. Serial No. 327,099. (No model.)

To all whom it may concern: upon the roadway between the tracks and be- Be it known that we, VICTOR ANGERER, a tween the rails of the tracks, whether such citizenof the United States, and a resident of roadway be stone, concrete, or earth. Philadelphia, Pennsylvania, and CHARLES A. Referring to Fig. l, A A represent the 5 PsILANDER, a subject of the King of Sweden crossing-rails, made in a continuous piece or and Norway, and a resident of Philadelphia, in sections, as desired. The rail A is piv- Pennsylvania, have invented certain Imoted at one end at a to the outer switch-plate provements in Portable Cross-Overs for Rail- B, which is provided with a raised point I) roads, of which the following isaspecification. and a raised guard b. The rails A A are 10 One object of our invention is to so conpreferably grooved rails having a guardstruct a temporary cross-over for street-railflange a on the inner side. The opposite end way tracks that the crossing-rails will not be of the rail A is secured to the inner switchraised to an objectionable extent above the plate D at the other end of the cross-over surface of the street, and will be supported by bolts or rivets a Fig. 6. The rail A is I5 by the street-pavement between the tracks secured to the inner switch-section D by bolts and between the rails of the tracks, another or rivets 0. Fig. 6, and at the opposite end it object being to provide for readily adapting is pivoted to the outer switch-plate 13*, of the the cross-over to tracks at different distances same construction as the plate B. apart, a further object being to accurately The outer switch -plate B and the inner 2o adjust the gage of the cross-over track, and a switch-plate D are connected together by tiestill further object being to so construct the bars 0 c, the tie-bar 0 being pivoted at c to parts of the cross-over that they can be readily the plate B and secured to a slotted lug d on applied to and removed from the permanent the inner switch-plate D by a bolt 0 The tracks and can be readily put together and slot in this lug is clearly shown in Fig. 5,and

2 5 taken apart, and hence can be packed in small the object of having the lug slotted is to prospace, or can be readily transported from vide the cross-over with means of adjustment,

place to place. first, to allow for slight variations in the gage In the accompanying drawings, Figure 1 is of the main tracks, and, secondly, to allow a a plan View of our improved cross-over. Figs. slight variation in the relative longitudinal 2o 2 and 3 are enlarged plan views of details of positions of the plates B and D necessary to Fig. 1. Fig. 4 is an enlarged section on the adjust the rails A and A to gage as the disline 1 2, Fig. 2, looking in the direction of the tance between the main tracks varies. The rod arrow. Figs. 5 and 6 are plan views of parts 0 is pivoted at a to the outer switch-plate B of the inner switch-section of the cross-over. and is hung byaloolt c to aslotted lugor plate 3 5 Fig. 7 is a side View of that part of the inner d,Figs. 2 and 6, on the inner switch-plate D,

' switch-section shown in Fig. 5. Fig. 8 is a so as to permit ad ustments for the purposes section on the line 3 4, Fig. 6. Fig. 9 is a secabove set forth. tion on the line 5 6, Fig. 6. Fig. 10 is a plan It will be seen by referring to Fig. i that View of the outer switch-section of the crossthe outer switch-plate B andthe innerswitch- 40 over. Fig. 11 is a side view of the same. plate D rest upon and are supported directly Figs. 12 and 1.3 are respectively a plan view by the tram or wagon tread of the rails 42: a: of and a side view of. the frog-section of the the track, so that when the tie-rods c c are adstructure, and Fig. 14 is a diagram illustratjusted the plates are pressed outward against ing the different adjustments of the crossthe shoulders 00 of the rails 00 and a snug fit 45 over track. s assu e XVe Will state in the first instance that the Figs. 10 and 11 clearly show the construc- 5 device is so constructed as to be applied dition ofthe-outer switch-section, and Figs. 5, 6, rectly to and to be mounted on the rails of 7, S and 9 clearly show the construction of the main or parallel tracks, and rests directly the inner switch-section.

Mounted on the plate D is a grooved-rail section I), tapered, as shown, from the point d to the point (1, Fig. 7, this rail-section resting directly above the tread of the main rail 00, and the wheels of the car pass from said main rail 1: up the incline onto the rail D.

E is a grooved-rail section pivoted at c to the plate D and resting on a projecting plate F, adj ustably secured to the plate D and its lug d bya bolt f, which passes through a lateral slot f in the plate F, as shown in Fig. 6. The rail A is also secured to this plate by bolts or rivets (t referred to above.

In the groove of the rail E is an undercut recess for the reception of a sliding latch g, a pin g on which enters a slot e in the rail E, which thus limits the movement of the latch and prevents the escape of the same from the undercut recess formed in the rail for its guidance. 13y moving the latch outward the rail E can be locked to the rail A, or by moving the .rail E on its pivot when the latch is withdrawn it can be moved into line with the railsection D and locked thereto by the latch g. The section I) tapers from the point (1" to the point (1, Fig. 8, to allow the wheels of the car to be transferred from the switch-rail E to the main rail a: without jar. The movable switchrail E thus permits the wheel of the car to pass onto or from the rail of the cross-over, or by turning it into line with the rail D it permits the passage of the wheel of the car along the main track, so that cars can be shifted from one track to another without interfering with cars running in the proper direction along either track.

The outer switch-section B and the inner switch-section D are similar in construction to the sections B and 1), and therefore need not be described in detail. They are adjusted to the tracks 3 y in substantially the same manner as the sections l3 and I) are adjusted to the tracks a: x.

\Vhere each crossing-rail passes over one of the main rails, there is a frog-plate G, which rests upon the wagon tread or tram of the main rail, and secured to this plate are railsections 1 I, with a gap between them for the reception of the crossingrail, each of these rail-sections comprising an outer wheeltread and inner guard-flange, and the wheeltread being tapered, so as to raise the wheel to a point which will permit it to pass over the crossing-rail and to again direct it to the main rail after it has passed over said crossing-rail. The gap between the rail-scctions I I is such as to provide suliicient play for the crossing-rail to permit it to assume the different angles necessitated by the difference in the distance apart of the tracks to which the cross-over is applied, for the greater the distance between the tracks the more obtuse will be the angle of the crossing-rails to the main rails, and the less the distance between the main tracks the more acute will be this angle, as will be understood by reference to the full and dotted lines in Fig. 14.

The rail I of the frog-section is connected to the crossing-rail by a plate G, which has an inclined slot 7i: for the reception of a bolt Z, carried by a lug h on the said crossing-rail, the longitudinal position of the rail-section I and its plate varying in accordance with the angle of the crossing-rail in respect, to the main rail, and the angle of the slot is being such that whatever the angle of the crossingrail in respect to the main rail the plate G will always be in line with said main rail, when the bolt Z- is adapted to the slot 70.

The various bolts connecting the parts of t the structure are provided with nuts, so that said parts can be readily connected to or detached from each other, whereby the structure, when in pieces, can be readily transported from place to place or stored in small space, but can be readily bolted together and applied to the tracks when transported to the spot where it is to be used.

If desired, the crossing-rails may be provided with spike-holes, so as to permit of the spiking down of these rails when convenient opportunities are afforded and it is thought that such additional fastening of the rails in place is desirable.

The outer switch-sections B B maybe dispensed with, if desired, although their use is preferred.

Having thus described our invention, we claim and desire to secure by Letters Patent- 1. The combination, in a temporary crossover for street-railways, of the crossing-rails, with inner switch-sections at the opposite ends of the cross-over, each of said switchsections comprising lifting-rails and a pivoted rail, forming a stub-switch, substantially as specified.

2. The combination, in a temporary crossover for street-railways, of the crossing-rails, with inner switch-sections at the opposite ends of the cross-over each of said sections comprising a base plate for resting on the tram of the main rail, lifting-rail sections socured to said base-plate, and a swinging railsection, forming a stub-switch, substantially as specified.

3. The combination, in a temporary crossover for SlQFCGiZ'I'HlhVZLYS, of the crossing-rails,

with inner and outer switch-section at the opposite ends of the cross-over, the outer section having a point and the inner section having switch-rails and the two sections being connected by tie-rods, substantially as specified.

at. The combination, in a temporary crossover for street-railways, of the crossing-rails, with switch-sections at the opposite ends of the cross-over, and intermediate frog-sections, each of the latterconsisting of aplate adapted to the tram of the main-track rail, and liftingrails secured to said plate and having a gap between them for the reception of the crossing-rails, substantially as specified.

5. The combination, in a temporary crossover for street-railways, of opposite end sections constructed for application and lateral confinement to the rails of the main tracks, with crossing-rails pivoted to said end sections, whereby the cross-over is adapted for application to main tracks at different distances apart, substantially as specified.

6. The combination of the inner switchplate and its rails with the crossing-rail having a laterally-adjustable connection with said switch-plate, substantially as specified.

7. The combination of the crossing-rails with the frog-sections comprising base-plate and lifting-rails, and a plate connecting one of the frog-rails with the crossing-rail, said plate having an inclined slot for the reception of the securing-bolt, substantially as specified.

VICTOR ANGERER. CHAS. A. PSILANDER.

Witnesses:

W. J. BURNS, HARRY SMITH. 

